How to build a Dakar Winner

When Volkswagen crossed the starting ramp at the third edition of the “new” Dakar Rally in Buenos Aires the brand can claimed a unique presence: Volkswagen is the only car manufacturer to have experienced and helped to shape both the beginnings and the present-day Dakar Rally. Absent from this years event as it has turned its attention to the World Rally Championship spec Polo – R we take a look back at how VW created two Dakar winners.

Production-based vehicles in 1980At the second edition of the then little known event, in January 1980, four Volkswagen Iltis cars were fielded. The off-road vehicle was by and large production-based; even the canvas roof and doors were used. The rally vehicle differed from the production model merely by its equipment for long off-road distances, navigation and safety features as well as a bit more horsepower.

After 10,000 kilometres the circuit and rally racer Freddy Kottulinsky, with Audi mechanic and co-driver Gerd Löffelmann, celebrated overall victory in front of his French team-mates Patrick Zaniroli/Philippe Colesse. The two other Iltis vehicles reached the finish in Dakar in fourth and ninths. In the competition the off-road vehicles from Germany powered by about 110 hp prevailed over V8 models with clearly higher power ratings as well as the first purpose-designed models.

Keep up with the latest developments in motorsport technology with Racecar Engineering, the world’s leading publication for technical insight.Save up to £33 when you subscribe and never miss an issueChoose from our Print, Digital and iPad editions

Return with TDI technologySubsequently, Volkswagen was successfully engaged in activities in many other disciplines – from the World Rally Championship to Formula 3. In 2003 the brand returned to the Dakar Rally. Since then, the programme has been challenged to fight for overall victory with innovative TDI diesel technology.

Buggy as a prototypeWith the Buggy Tarek, which served as a prototype for testing, the brand immediately clinched an exploit: in 2003 the one-two victory in the 2WD class and positions six and eight overall achieved by Jutta Kleinschmidt/Fabrizia Pons and Stéphane Henrard/Bobby Willis demonstrated the competitiveness of TDI technology.

RACE TOUAREGWhilst the new car had a spectacular exterior appearance, the interior details also impressed: Although the Volkswagen Race-Touareg carries the name of the model family, it is a motorsport vehicle built without compromise for desert rallies. Under the direction of Eduard Weidl, a team of engineers and specialist subcontractors constructed the Race Touareg. Less than seven months passed by from design start to the initial test run of the first prototype.

Stable spine: The space frame
All the pick-up points for subassemblies, bodywork and suspension components are integrated in the space frame, which weighs only a third of a tonne, and functions, as it were, as roll cage. High-tensile aircraft steel guarantees an ultimate tensile strength of up to 700 Newton-metre per square millimetre – after all, the FIA roll-over test specifies a load that corresponds to approximately 16.9 tonnes for a defined area. Importance was simultaneously placed on achieving the lowest possible centre of gravity.

Always stay well in control: The robust suspension components
The four wheels of the Race-Touareg are supported by double wishbone units on the front and rear axles, each with twin spring-damper elements. The regulations limit the spring travel to 250 millimetres. In spite of the high ground clearance, which requires a relatively high positioning of the lower control arm, a suspension geometry guaranteeing forgiving handling characteristics was realised.

Heart with direct injection: The five-cylinder TDI engine
Volkswagen employs the same revolutionary TDI Technology used in production cars, in cross-country rallying. The Volkswagen Tarek has already achieved a memorable one-two in its class during the 2003 Dakar Rally with TDI power. The Race-Touareg is powered by an in-line five-cylinder engine. Its 2.3 litre cubic capacity is defined by the regulations. To qualify in the category with a minimum weight of 1750 kilograms, the swept volume must not exceed 3500 cubic centimetres. In the case of a turbo-diesel engine, a factor of 1.5 must be taken into account – therefore the capacity may not exceed 2333 cubic centimetres. A 39 millimetre diameter engine air intake restrictor is compulsory.

A 2.5-litre five-cylinder TDI-engine was new for ’05, which Volkswagen developed specifically for the Dakar Rally. The swept volume, increased by 200 cubic centimetres generates a power increase to 191 kW / 260 PS. The in-line engine delivers the 500 plus Newton metres torque through a six-speed gearbox and three differentials to the permanent four-wheel drive.

The fundamentals of 4 x 4: The four-wheel drive
The four-wheel drive is subjected to 450 Nm torque delivered through a six-speed gearbox. The centre differential is designed as a planetary gear differential, front and rear differentials are also mechanical. As the regulations prohibit any form of electronic control all three differentials have viscous locking capabilities.

Aerodynamics and styling: The striking body
The appearance of the Race-Touareg was not only distinctive and striking, but also extremely functional. Thanks to the short overhangs the pronounced entry angles to the gradients do not represent a problem. The aerodynamics enjoyed highest priority. The improved coefficient of drag and smaller frontal area than the previous model, the Tarek, are the result of extensive wind tunnel work. All the streamlining tests were made with a 1:1 scale model in Wolfsburg. The aerodynamic balance between the front and rear axle is considerably more favourable than on the Tarek and creates no lift or downforce, since aerodynamic loads on sand surfaces with high rolling resistance are considered impractical. The entire bodywork is manufactured from carbon fibre and weighs only approximately 50 kilograms.

Juggling with weight: Optimum mass distribution
For reasons of improved agility and an optimum weight distribution, all the important assemblies of the Race-Touareg are concentrated between the axles. As a result, an equal weight distribution over the front and rear axles was achieved. The extremely low mounted fuel tank also guaranteed the lowest possible centre of gravity. Its one piece protective cladding is integrated in the space frame during the complex welding phase of the individual braces.

Intelligent design: Common component principle for user friendliness
In spite of the compact construction method (“packaging”), the technical package is rounded off by the high degree of service friendliness. The products of this common component principle are two equally long propshafts to the front and rear axles, four identical driveshafts, eight standardised spring-damper units and common suspension components that are diagonally interchangeable (the front left corresponds to the right rear), all which ease maintenance and reduce the number of spare parts carried in the service vehicles and saves money.

Debut (2004)At its debut the Race Touareg with Jutta Kleinschmidt/Fabrizia Pons clinched a stage victory while Bruno Saby/Matthew Stevenson saw the finish in sixth. Only a year later the Race Touareg, which had been subjected to further development, managed a podium position. Jutta Kleinschmidt/Fabrizia Pons finished third in Dakar. This was not only the Race Touareg’s first podium result at the cross-country classic but also the first podium of a diesel-powered passenger car in the rally’s history. In the beginning, Robby Gordon/Dirk von Zitzewitz had even led the overall classification. Four stage victories and four days of leading the event complemented the interim tally of Volkswagen’s diesel-powered four-wheel-drive vehicle.

RACE TOUAREG 2 (RT2)Second generation Race Touareg hides numerous innovationsThe Volkswagen Race Touareg, with three individual Cross Country Rally World Cup victories to its name, and the 2005 title was superseded by a vehicle improved in many areas. While the basic principles of its predecessor proved themselves time and again in competition since January 2004, the Volkswagen Motorsport developed Race Touareg 2 was even more efficient and uncompromising in all areas.

“The Race Touareg 2 is a logical development. It is a perfectly normal process in professional motorsport that the vehicles get faster and better from year to year. Two factors were dominant for us: improving both the performance and the user friendliness, whose importance in this motorsport should never be underestimated. We achieved both of these targets with the Race Touareg 2”, explains Volkswagen Motorsport Director Kris Nissen. “Everybody at Volkswagen Motorsport and obviously all our partners receive my thanks for their enormous efforts during the development of this new vehicle and during the entire season, which goes down as the most successful in Volkswagen’s motorsport history.”

“We developed the first Race Touareg, the ‘585’ as it was known internally, in 2003 without any previous knowledge of desert rallying to the best of our knowledge and principles”,described Technical Director Eduard Weidl. “Since we were successful with this concept, we concentrated on minimising the weakness of the old model and improving its strengths during the new development.” As a result, a close relation to the preceding model was created, which nevertheless possesses a unique and even more sporting identity due to the modified dimensions and many optical innovations. Even though many concepts and principles of operation have been retained almost 85 percent of all the parts are new.

Visibility and handling – new key points for the designWith its basic dimensions changed the new Race Touareg 2 makes an even more dynamic effect at first glance. However, solid technical demands are concealed beneath the visual appearance. “On fast handling sections, as we know them from classic sprint rallying, the Race Touareg has already demonstrated its abilities thanks to its excellent handling traits”, emphasises Weidl. “We must improve even more particularly on uneven and rough terrain.” The visibility from the cockpit was an aspect for optimisation, the cross-country mobility another. For this purpose, the height of the driver’s and co-driver’s seat was retained, while the so-called crest line was lowered – the line at which the vertical and horizontal surfaces of the bodywork meet. As a consequence the centre of gravity is reduced and the visibility is improved. On narrow paths or approaching the crests of sand dunes, drivers could judge the obstacles much more easily.

The space-frame, weighing almost 300 kg, retained its basic design, and as load bearing element was lengthened at cockpit height. The occupants gain more space while the longer wheelbase gives more stable handling at high speed. Nevertheless, the vehicle’s total length shrank by approximately 200 millimetres – so the overhangs appear much shorter. “The large gradient angles in front of the front axle and behind the rear axle improve the cross-country mobility even further”, stresses Weidl. A welcome side effect: Because the damage inflicted through contact to these bodywork parts is reduced this helps the Volkswagen works team mechanics a great deal during service stops.

Air resistance and cooling air flow – aerodynamics with twin effectsWith the vehicle weighing almost a hundredweight, the bodywork manufactured entirely from carbon fibre composite contributes only 2.8 percent to the total unladen weight of 1787.5 kilograms. This value is determined by the regulations for the Race Touareg 2 with its 2.5-litre turbo-diesel engine. The aerodynamic influence of the external form is of even more importance because of this. Despite enlarging every cooling air inlet, when compared to the previous model, by 50 percent the CFD calculations (Computational Fluid Dynamics – the calculation of air flow by computer) indicate that the car’s drag coefficient is more favourable. At the same time, the temperature management of all coolants was optimised which specifically helps the performance. The rally prototype received its final definitive round of fine-tuning at the Volkswagen wind tunnel in Wolfsburg. As was the case with the previous model, the Volkswagen Design Centre in Braunschweig, under the management of Helmut Schmid, was responsible for the form of the Race Touareg 2.

Chassis and suspension – proven concept further refinedThe basic design of the suspension with its double-wishbone pick-up points mounted directly on the space-frame proved so successful that it was retained. “We have re-worked several suspension components but retained every mounting point”, explains Weidl. Two big advantages result from this: The concept of the diagonally interchangeable components still functions. A front right-hand suspension arm can also be used on for the rear left-hand suspension, which saves manufacturing costs and the common component principle also reduces the logistics during a rally. The second advantage: Even though the new Touareg prototype’s suspension components and those of its predecessor are not identical they are nevertheless interchangeable thanks to the common mounting points – an advantage if both vehicle generations start the same rally and are dependent on mutual help in competition. The so-called “spool” uprights are new; the wheel bearing is supported by spoke-like struts which therefore enable air to flow through the upright. The ventilated disc brakes are sealed to the upright and scavenge their air as a result through the “spool” element. “Tests have already shown that even without separated airflow the temperature in certain areas of the uprights could be reduced by about 20 degrees”, emphasises Weidl.

Volkswagen also explores new paths in the shock absorber field. A new partner was chosen whose dampers produced record performances first time out in the feared, unyielding camel grass mounds.
The concept of the strong space-frame was retained. “Our focus of attention was to reduce the centre-of-gravity height”, states Weidl. “This was done with the help of computer calculations which takes the existing specification as a base to retain the previous torsional and beam stiffness as well as the stability in accidents”. The team discovered in reality just how robust the aircraft steel construction already was. The very first Race-Touareg built, the chassis existing since October 2003 with the internal identification “RT01”, has clocked up approximately 35,000 kilometres at competition pace. As a result, the vehicle has, statistically seen, already completed seven times the official distance of a Dakar Rally.

Engine and transmission – efficiency and powerful through innovative technologyThe economical and powerful in-line five-cylinder TDI engine has proven itself in cross country rallying from the very beginning. The power unit was re-worked in many areas by the engine development department. Mechanical modifications, which include a revised dry sump lubrication, but also the thermodynamic set-up of the turbo charging system and its regulation are new. “The focus of our work was to increase the power and torque, and also the initial response of the engine”, stresses Donatus Wichelhaus, head of engine development at Volkswagen Motorsport. Since it is the mean pressure that enables diesel power plants to generate their power, and not rotational speeds, this engine principle operates with high peak pressures.
The new, two-stage charging system gives the race diesel engine better drivability. A smaller, high-pressure turbo charger produces the compression required at lower engine revs and guarantees excellent initial response, a larger low-pressure charger generates the boost pressures at high engine revs. A load dependent exhaust valve regulates the stepped charging by continuously diverting the exhaust gas flow at engine speeds between 1,800 and 3,000 rpm, which is the transitional stage of operation of both chargers. “This system pays dividends, especially with diesel engines which run permanently unrestricted and operate with maximum airflow. With this combustion principle the power is controlled solely by the injection of diesel fuel”, explains Wichelhaus.
Of the 275 hp produced by the Race Touareg 2 engine, at least 100 hp is created by the turbo charger from the exhaust gas energy. A new Bosch engine management system completes the work carried out by the technicians. The drivers’ opinion confirms the direction of development. “When we asked the drivers where the biggest differences between the new and old models were, they were unanimous in confirming their order of preference: The engine characteristics, the car’s handling and the visibility are the outstanding improvements”, stress Weidl und Wichelhaus.

The power is distributed, as before, to the front and rear axles through a six-speed gearbox from X-Trac and a re-worked centre differential. Viscose locking systems guarantee that the plate differentials can also distribute the 550 plus Newton metres torque perfectly to the four wheels even in difficult terrain. The new three-plate ceramic clutch copes effortlessly with the many standing starts made in quick succession in deep sand.

Attention to detail – improvements to the ergonomics and user friendliness More cockpit space has been found thanks to the lengthened wheelbasebetween the A and B pillar. The old rear-mounted drink reservoir has been relocated in a new storage tank within the cockpit which is better insulated. This is a big advantage on stages lasting eight or more hours. The newly designed cockpit eases operation thanks to the more favourably located and ergonomic components and switches. When driving through villages and towns on individual stages in which maximum speeds are stipulated and where exceeding the speed limit is severely punished, the drivers can now activate a limiter mounted in the steering wheel. On top of this, a new electronic function calculates the maximum possible range based on the previous fuel consumption so that the fuel quantity can be managed more precisely.

Many other innovations to improve operation have been implemented outside the cockpit. A non-return valve ensures that the very direct servo-assisted steering remains just as agile as before, but kickback is better damped. For the first time the voluminous rear bodywork element has a separate opening, which allows easier access to the spare wheels stored there. In the event of the almost unavoidable punctures that are common place in cross country rallying today the drivers can change wheels even faster thanks to an integrated rear boot lid, saving valuable time on the stage as a result. The teams gain even more valuable seconds thanks to a switch through which the hydraulic jacks can now be automatically extended to up to their mechanical stop. The sand sheets, which can be placed under the wheels when the car is bogged down in sand, are now even easier to remove and stow away in the rear.

“With the Race Touareg 2 we have improved a proven concept in all aspects”, summarises Weidl. “The knowledge and experience gained from two years of desert rallying have poured into the new car. Now we want to continue the fantastic success series of the predecessor with the new model.”

In January 2006 Volkswagen recorded another top achievement. Giniel de Villiers/Tina Thörner as runners-up achieved the best “Dakar” result of the Race Touareg, and thus of a car with a diesel engine. Not least thanks to the new turbo-charging system of the TDI power plant the most recent evolution of the prototype – the Race Touareg 2 – also clinched five stage victories and led the rally for a total of five days.

2007: ten stage victories and eight leading days

Volkswagen started the 2007 Dakar Rally in January with a new four-valve TDI-engine. The 2.5 litre five-cylinder in-line diesel engine in the Race Touareg 2 is equipped with a completely newly developed cylinder head, which helps to increase the power output to 285 hp and push the maximum torque over 600 Nm. The response characteristics of the two-stage forced induction Turbo- Diesel were also noticeably improved for the demanding desert event. “The new version of the engine gives the Race Touareg even more performance for the Dakar Rally, available to the drivers in both fast and slow track sections alike”, explained Volkswagen Motorsport Director Kris Nissen

Logical engine development for highest “Dakar” demands
During a series of dynamometer runs, intensive tests and its first competitive outing the newest version of the engine has already proven its performance and reliability. Because of the 39 millimetre diameter intake-air restrictor, stipulated by the regulations, the absolute power only climbs by approximately 10 hp. However, the new and improved cylinder-head architecture allows a superior gas flow rate, which improves the power and initial response throughout the rev range. The torque delivered by the engine climbs correspondingly to over 600 Nm.

The induction and exhaust tracts on the four-valve engine differ from its predecessor in that they are no longer mounted on one side of the engine, but opposite one another. “In spite of the greater power output the engine is actually more thermally efficient than before”, emphasises Donatus Wichelhaus is responsible for the engine development Volkswagen factory driver Carlos Sainz claimed three stage victories during the UAE Desert Challenge with the four-valve power unit. “The engine not only produces more power, but has benefited significantly in the areas of response and drivability. This will help us in the ever changing conditions encountered during the Dakar Rally”; says the two-time Rally World Champion.

Twelve months later the team again managed to improve its stage results. On the first eight days a Volkswagen Race Touareg led the Dakar Rally; with ten stage victories on the 15 days of special stages Volkswagen was the brand to be beaten. As winners of the diesel classification, Mark Miller/Ralph Pitchford ultimately finished fourth in the best Race Touareg 2 – their strong individual performances went unrewarded in the final result.

2009 and 2010: “TDI Power” triumphsIt was the the biggest success in motorsport the Volkswagen brand had achieved so far: In January 2009 the factory team from Wolfsburg secured a one-two win at the Dakar Rally. The triumph by Giniel de Villiers/Dirk von Zitzewitz and Mark Miller/Ralph Pitchford also marked several outstanding milestones.

Volkswagen was the first manufacturer to win the “new Dakar” in Argentina and Chile after the auto motive conquest of Africa had shaped the Dakar Rally during the previous 30 years. In addition, Volkswagen managed to clinch the first victory of a diesel- powered car in the history of the legendary cross-country motorsport marathon. The South African Giniel de Villiers was the first African to celebrate a “Dakar” win – and, what is more, at the first “Dakar” held outside of the Black Continent.

The exploit was topped in 2010. Thanks to the enormous reliability and high competitiveness of the Race Touareg 2 Volkswagen triumphed with a one-two-three win. Carlos Sainz/Lucas Cruz won the desert classic for the first time in front of Nasser Al-Attiyah/Timo Gottschalk and Mark Miller/Ralph Pitchford. And another aspect went down in history: after a long and captivating duel between Sainz and Al-Attiyah the winner and the runner-up were separated by just 2m 12s after 9,000 kilometres – which marked the closest “Dakar” finish of all time.

RACE TOUAREG 3 (2011)The third version of the Volkswagen Race Touareg was freshly developed for the 2011 Dakar Rally and it was both an evolution and a revolution. A proven core subjected to further development and new aerodynamics – this is the heading the engineers selected for the evolution of the “RT2” into the “RT3”. The minds behind the successor to the cross-country rally prototype from Wolfsburg that had been victorious in both the 2009 and 2010 Dakar Rallies pursued three aims: a more efficient cooling system, more power output at high altitudes and improved driveability were the key topics that drove the development of the four-wheel vehicle which now delivers 310 hp. Between the beginning of the design of the third-generation Race Touareg in mid-April and its competitive debut and first victory at the Silk Way Rally through Russia in mid-September no more than about 150 days passed: a tightly packed programme which, in addition to the concept design, included the body of the first prototype, numerous rig tests and quality inspections, the roll-out plus long-run tests covering the simulated double “Dakar” distance.

“With the Race Touareg 3 we were seeking to achieve a balance between deploying completely new developments and our strengths that have grown over the past few years,” says Eduard Weidl, “Dakar” Project Manager at Volkswagen Motor sport. “There is no other motorsport discipline where absolute resistance and reliability count as much as at the Dakar Rally. In view of this, every single decision we took with respect to the vehicle’s further development involved a process of weighing up the options. I am convinced that we have managed to make what has to date been the world’s most powerful and most reliable cross-country rally vehicle even better for 2011.”

Radical air flow routing, more efficient powertrain components, clever software
Although it accounts for less than three per cent of the Race Touareg 3’s total weight, it is the crucial component of its evolution into the third model generation: the body. The outer skin of the “Dakar” prototype made of carbon fibre reinforced plastics merely tips the scales at near-50 kilograms. But in terms of shape it is a milestone achievement in which Volkswagen has realised a new cooling concept in addition to visually adapting the rally prototype to the model change of its production counterpart.

The radiators located behind the cockpit were enlarged and receive an optimal supply of fresh air thanks to a double air inlet in the roof. The fuel, brake and damper cooling systems were perfected as well. The new air flow routing reduces the accumulation of air underneath the carbon skin. Especially on hot desert stretches driven at relatively low speeds where the amount of air supplied is accordingly low while the required engine power is high nonetheless this leads to a notable plus in performance.

Another area on which the engineers focused their attention was the powertrain components of the new Race Touareg 3. In addition to numerous detailed improvements, a new gear ratio improves driveability. A new intercooler, developed in collaboration with the prototyping department of the Volkswagen brand, which replaces the supplier component that has traditionally been used in nearly all motorsport categories with an in-house part, delivers a significant efficiency increase. Less pressure losses in the entire intercooling system enable a higher power output of the 2.5-litre TDI engine. The five-in-line unit with a two-stage turbocharger now delivers 310 hp.

The Dakar Rally will cross the mountain ranges of the Andes twice on its way through Argentina and Chile. The highest elevation to be mastered by the four Race Touareg 3 cars is the San Francisco pass between Chile and Argentina at 4,726 metres above mean sea level. The factor height plays a crucial part in the battle for overall victory particularly at the Dakar Rally in South America. Volkswagen left nothing to chance with respect to this aspect either: the altitude application developed for the 2009 and 2010 Dakar Rally received a software update for 2011 which keeps performance losses in thinner air as low as possible.

State-of-the-art: the suspension components
Hilltop jumps and fast gravel sections on the one hand and soft, deep desert sand on the other: the characteristics of any Dakar Rally day fundamentally change several times on the special stages. This poses an enormous challenge particularly to the versatility of the suspension components. The suspension used in the “RT3” is state-of-the-art thanks to many years of detailed developments. Friction in the suspension has been permanently reduced ever since Volkswagen entered cross-country rally sport and launched the Race Touareg programme. Due to the use of special mounts the suspension of the “RT3” generates a maximum of traction. In addition, the Race Touareg 3 owes a plus in driveability to the use of high-performance dampers – two per wheel – which were developed in collaboration with technology partner ZF Sachs Race Engineering.

New “face” – “RT3” follows the model change
In terms of visual appearance the designers of the “RT3” pursued a resemblance to the production counterpart. A focal point of the design: the new “face” that features major design elements of the new production Touareg. The front of the cross-country rally prototype has been reshaped from scratch. This approach has transferred the Volkswagen brand’s visual design strategy to the functional design of the rally vehicle. As a result, the car’s new appearance exhibits partitions with a heavy horizontal emphasis, which corresponds to the design principles of the Touareg. The headlamps are one of the key elements of the new look. The exterior form embodies the characteristic shape of the headlamps used in the production model and through the use of LED elements assures the visual resemblance to the Touareg II.

Long testing periods and development cycles
To assure optimum preparation for the extreme demands of the “Dakar” Volkswagen thoroughly tests all the vehicle components of the Race Touareg before they are deployed. Only components that have previously completed full “Dakar” distances – or more – in test conditions without any problems receive the “green light”. The use of even the smallest detailed solutions during the most important rally of the year is inconceivable without prior endurance testing.

After the successes in 2009 and 2010 Volkswagen meticulously prepared for the title defence project in January 2011. In September 2010 the brand fielded the Race Touareg 3 at the Silk Way Rally through Russia as a test run in competitive conditions where the vehicle covered about 4,500 timed kilo metres – and did so victoriously. At the same event three predecessor models were deployed in which components of the “RT3” were tested in the compe tition as well. In addition, at a test in Morocco the double “Dakar” distance was reeled off in extreme heat – without a single technical defect. Thanks to the long development cycles which are typical in cross-country rally sport the current “RT3” embodies the experience of six years of rally racing. Whereas in Formula 1, for instance, up to three new chassis are developed per season, with components that are designed for 300 plus racing kilometres, the development and deployment periods of “Dakar” components are clearly longer.

Trust, but verify
Not counting the TDI engine, the Race Touareg consists of about 4,500 single components. Every one of them is carefully tested and inspected prior to its installation or loading as a spare part. Volkswagen has developed a system of uncompromising quality inspections for this purpose. Supply parts and those produced in-house are non-destructively examined for manufacturing defects using special techniques. In addition, samples are taken from each production batch and subjected to extremely tough tests.

Every single assembly component is electronically catalogued and its mileage recorded. On location, barcode scanners provide a constant overview of the mobile “parts store” inventory in the service trucks that carry the spare parts plus information about scheduled exchange intervals. All this serves a single purpose: to meet the “unexpected” of the “Dakar” with optimum preparation.

Volkswagen won the 2011 Dakar, and promply quit cross country rallying, to focus on the new WRC project. However if senior figures in VAG get their way Bentley will pick up where VW left off in the near future with its own Dakar programme.

Sam Collins has worked for Racecar Engineering for more than a decade. His passion for racing began during his work experience in the loom shop of Williams F1 aged 16 and he has been involved in the sport ever since. Sam attended Oxford Brookes University to study Automotive Engineering and has written for many publications since, including Motorsport News and Autosport. He is Associate Editor of Racecar Engineering

FREE RACECAR ENGINEERING MONTHLY NEWSLETTER

About Us

Racecar Engineering is the world’s leading publication for motorsport technology and engineering. Every issue provides unrivalled technical analysis of everything from World Championship series including Formula 1, to grass roots racing. Using the expertise of industry professionals, we look in detail at racecar design and innovation, whilst also keeping you up to date with news and developments from all the major race series across the globe.